Search results

This chapter explores a descriptive theory of multidimensional travel behaviour, estimation of quantitative models, and demonstration in an agent-based microsimulation.

A descriptive theory on multidimensional travel behaviour is conceptualised. It theorizes multidimensional knowledge updating, search start/stopping criteria, and search/decision heuristics. These components are formulated or empirically modelled and integrated in a unified and coherent approach.

The theory is supported by empirical observations and the derived quantitative models are tested by an agent-based simulation on a demonstration network.

Based on artificially intelligent agents, learning and search theory, and bounded rationality, this chapter makes an effort to embed a sound theoretical foundation for the computational process approach and agent-based microsimulations. A pertinent new theory is proposed with experimental observations and estimations to demonstrate agents with systematic deviations from the rationality paradigm. Procedural and multidimensional decision-making are modelled. The numerical experiment highlights the capabilities of the proposed theory in estimating rich behavioural dynamics.

This chapter addresses the economic assessment of health benefits of active transport and presents most recent valuation studies with an overview of progresses made towards the inclusion of health benefits in the cost-benefit analysis (CBA) of active transport.

It is built upon the contracted study for the World Health Organization (WHO) on the economic appraisal of health benefits of walking and cycling investments at the city of Viana do Castelo, the former pilot study in Portugal for evaluating the health benefits of non-motorized transport using the WHO Health Economic Assessment Tool (HEAT). The relative risk values adopted in the HEAT for walking refer to adult population of the age group 20–74 years and the assessment focus in on average physical activity/regular behaviour of groups of pedestrians and all-cause mortality health impacts. During the case study, it was developed and implemented a mobility survey which aimed to collect behavioural data before and after a street intervention in the historic centre.

Most recent appraisal guidance of walking and cycling and health impact modelling studies reviewed confirm that further research is expected before a more comprehensive appraisal procedure can be adopted in Europe, able to integrate physical activity effects along with other health risks such as those related to road traffic injuries and exposure to air pollution.

The health benefits assessment of walking investments helped local decision-makers to progress towards sustainable mobility options in the city. Making the population aware of the potential health benefits of regular walking can encourage more people to uptake active transport as part of their daily activities.

This study provides a useful review of the health benefits of active transport with a comprehensive analysis of valuation studies, presenting value-added information. It then reports a former assessment of the health effects of active transport in the Portuguese context (case study) using the state-of-the-art economic analysis tool (HEAT) of the World Health Organization which is believed to contribute to a paradigm shift in the transport policy and appraisal practice given the need of shaping future cities (and their citizens) for health through more investments in active transport.

The aim of this study was to evaluate the individual effect of sumac (S), Turkish coffee (C) and yerba mate tea (Y) on the postprandial glycemic response to Lebanese mankoucheh, a common breakfast item in the Lebanese culture, and to determine the glycemic index (GI) of this food. S, C and Y are typical constituents of Lebanese meals. They may influence the postprandial glycemic response to carbohydrate-rich foods, but this has not been studied to date.

Twelve healthy normoglycemic adults consumed on separate days the following test meals: mankoucheh without S (M) with water (control meal); M prepared with single or double doses of S (S1 and S2) with water; M with 60 or 120 mL of unsweetened C; or M with 100 or 200 mL of unsweetened Y. Meals were prepared according to standardized recipes containing 50 g of available carbohydrates. Capillary blood glucose measures were taken at fast and six times after meal ingestion over a two hour period. The GI of mankoucheh was determined using a standard protocol.

The glycemic responses, evaluated at each time following meal ingestion, did not differ significantly among the seven meals, and neither did the incremental area under the glycemic response curves. The GI of mankoucheh was 61 ± 6, with no significant difference between M, M with S1 and M with S2.

This study contributes to better characterize the glycemic properties of S, C, Y and mankoucheh in conditions that closely resemble how these dietary items are used and consumed by some cultural groups.

Purpose – This chapter provides a think piece on economic evaluation and policy for cycling. Bicycle investments are often motivated by a desire to improve health, the environment and congestion conditions. However, we argue that since the bicycle is a part of the transport system, it should be evaluated as such. Focusing on implications for cycling appraisal in general, we also discuss two conflicting trends in Stockholm: a sharp decrease in cycling in the outer areas, and a sharp increase in the inner parts.

Methodology – We use (i) travel survey data to analyse the potential to reduce congestion through improvements for cyclists, (ii) travel survey data from 1986 to 1987 and 2004 and bicycle counts over 25 years and (iii) a value of time survey of Stockholm cyclists including questions of exercise habits.

Findings – Additional benefits in appraisal from reduced car traffic and improved health seem to be small. Given bicyclists’ high values of time and low investment costs, bicycling investments are still likely to be socially beneficial. The conflicting bicycling trends can be explained by (i) increased road congestion and improved bicycle infrastructure, (ii) increased visibility of bicyclists generating a ‘positive spiral’, (iii) increased interest in physical fitness and changes in the relative prices of cars versus central residences turn cycling into a high-status mode and (iv) in peripheral areas, increasing distances and less dense land use patterns decrease cycling levels.

Practical implications – The results underscore the need for dense, mixed-use spatial planning and ‘smart’ marketing using the effects of cyclist visibility to reinforce the ‘status’ of cycling.

This paper explores the National Study on Women in Higher Education and Student Affairs.

It includes a collectively written diary, archives, focus groups, and interviews with a diverse group of women leaders from across the country. The women are diverse in terms of their self-identified race, class, age, sexual orientation, position on college campuses, and additional identities.

The author’s feminist approach to the review of these materials highlights notions of pay inequity, intersectionality of identities, and the power of women’s groups in educational settings.

The author’s research identifies areas critical to intentional change in educational policy and programs that have the potential to increase access and equity for women in higher education.

The purpose of this paper is to investigate the diffusion dynamics of electric and hybrid commercial vans and its enabling factors in the city logistics (CL) contexts. The case of parcel delivery in Torino, Italy, is considered. Attention is paid to the influence on the choice of low impact vehicles of not only public strategies but also operational aspects characterizing urban freight distribution systems.

A System Dynamics model based on the Bass diffusion theory computes the number of adopters of low-emission vehicles together with the quantity of vans required and the associated economic savings. The model includes variables about freight demand, delivery frequency, van carrying capacity, routes, stops, distances traveled, and vehicle charging stations. A sensitivity analysis has been completed to identify the main diffusion levers. The focus is on advertising and other drivers, such as public contributions, taxes traditional polluting vehicles are subjected to, as well as on routing optimization strategies.

Advertising programs, green image, and word-of-mouth drive market saturation, although in a long time period. In fact, low-impact vehicles do not offer any economic advantage over traditional ones requiring higher investment and operating costs. Public incentives to purchase both green vehicles and charging stations, together with carbon taxes and a congestion charge affecting polluting vehicles, are able to shorten the adoption time. In particular, public intervention reveals to be effective only when it unfolds through a number of measures that both facilitate the use of environmentally friendly vehicles and discourage the adoption of traditional commercial vans. Route optimization also hastens the complete market saturation.

This work fosters research about the mutual relationships between the diffusion of low-emission commercial vehicles and the operational and contextual CL factors. It provides a structured approach for investigating the feasibility of innovative good vehicles that might be part of assessments of CL measures and requirements. Finally, the model supports studies about the cooperation among stakeholders to identify effective commercial vehicle fleets.

This study fosters collaboration among CL players by providing a roadmap to identify the key factors for the diffusion of environmentally friendly freight vehicles. It also enables freight carriers to assess the operational and economic feasibility of adopting low-impact vehicles. Finally, it might assist public authorities in capturing the effects of new urban transportation policies prior to their implementation.

Most of the current CL literature defines policies and analyzes their effects. Also, there are several contributions on the diffusion of low emission cars. The present study is one of the first works on the diffusion of low-impact commercial vehicles in urban areas by considering the associated key operational factors. A further value is that the proposed model combines operational variables with economic and environmental issues.

Seeks to identify physicians' perceptions of possibilities and obstacles prior to implementing a computerised drug prescribing support system. Details a descriptive, qualitative study, with semi‐structured individual interviews of 21 physicians in the Accident and Emergency Department of South Stockholm General Hospital. Identifies four descriptive categories for possibilities and obstacles. Concludes that gaining access to patient drug history enables physicians to carry out work in a professional way – a need the computerised prescription support system was not developed for and thus cannot fulfil. Alerts and producer‐independent drug information are valuable in reducing workload. However, technical prerequisites form the base for a successful implementation. Time must be given to adapt to new ways of working.

The chapter aims to enhance the understanding of the development of Kirzner’s theory of entrepreneurship. To do so, elements in Kirzner’s works published up until 1973 that enclose the central points of this theory are studied. The chapter has four sections, in addition to the introduction and conclusion, that highlight the arguments that relate to Kirzner’s theory of entrepreneurship: (i) before the publication of his 1967 paper that presents the entrepreneurial function in the market process (1960–1967); between the 1967 paper and the publication of his most important book, Competition and Entrepreneurship, in 1973 (1967–1973); (iii) in Kirzner’s latest version of entrepreneurship theory as presented in his 1973 book; and (iv) the evolution of Kirzner’s thinking. The evolution of the author’s thinking regarding equilibrium and the entrepreneur is highlighted by presenting the different stages of his theory of entrepreneurship between 1960 and 1973.